A 10-YEAR-OLD design for a future railway line to Melbourne Airport is ''no longer viable'' because the regional rail link is being built on the reserved corridor of land.

The loss of what was previously considered the best pathway for an airport railway line makes the Baillieu government's pledge to begin developing the airport rail link more difficult.

The former Bracks government reserved a corridor of land in Melbourne's western suburbs for two future tracks to the airport, after it decided in 2001 that an airport rail link was not then economically viable. The route was proposed to run alongside the Sunbury line to Albion, then branch off to Tullamarine using the Melbourne-Sydney goods line, which it would share with freight trains.Surface to air... the possibilities on offer.

This route remains the preferred option in Melbourne Airport's most recent master plan, and is the only airport rail route for which land has been reserved.

But a recent study found building the rail link along the corridor would mean ''considerably increased land acquisition, social impact and cost'' than had been assumed in 2001, when the former Labor government first moved to reserve the corridor.

In a 2011 briefing to Public Transport Minister Terry Mulder, released to Fairfax Media through freedom-of-information, the former director of public transport, Hector McKenzie, advised that ''the design scheme used for the 2001 business case is no longer viable''.

Two tracks are being built alongside the Sunbury line as part of the $5.3 billion regional rail link project, which will separate Geelong, Ballarat and Bendigo trains from Metro trains when it opens in 2016, removing rail bottlenecks.

A map, separately obtained by Fairfax Media, reveals a string of other possible alignments for an airport rail link. They include: a spur through Westmeadows, branching off from either the Craigieburn or Upfield line; extending the Showgrounds spur line through Maribyrnong and Essendon, with new subway stops at Highpoint Shopping Centre and Essendon Fields; and a tunnel all the way from Southern Cross Station to Tullamarine.

The Baillieu government is part-way through a two-year, $6.5 million study of a Melbourne Airport rail link. Mr Mulder said the government had not ruled out any options.

''The government's promised airport rail link study started with no preference for any particular route, nor did it rule any potential route out. We are seeking the best option for Victoria,'' he said. ''The study takes into account all previous studies, current data on population, transport and the needs of our growing city.''

Public Transport Victoria spokeswoman Andrea Duckworth said the Albion corridor was still a viable option for an airport rail link, although the design from the 2001 business case was outdated.

''The shape of the Melbourne rail network has changed significantly since 2001, with construction of the regional rail link currently under way, the recent completion of three new stations, and the extension of the network to South Morang,'' she said.

''The Airport Rail Link Study will prepare a new business case in light of all the changes to the rail network in recent years, including the construction of the regional rail link.''

Ms Duckworth added that the airport rail link would not be built before the Melbourne Metro tunnel, a planned new subway beneath the city centre connecting the Sunbury and Pakenham lines.

''In order to proceed with projects like an airport rail link, Melbourne's rail network needs more capacity through the city,'' she said. ''The Melbourne Metro project is so important to the future of the rail system because it will provide the extra capacity that will enable projects like a rail link to Melbourne Airport to become a reality.''

About 40 million people a year are expected to visit Melbourne Airport by the end of the decade. The Tullamarine Freeway is currently the only route to the airport, and is already beyond capacity in peak times.

Travel times along the freeway between the airport and Melbourne's CBD are forecast to gradually get worse if nothing is done.

From what I have read Dr Paul Mees is very critical of this project, and argues that they should just use the Bunbury St tunnel more?

I don't trust Paul Mees' views on infrastructure. (Or on much else frankly.)

Interesting. His latest paper seems to make sense to me.

I haven't been following him closely. I have noticed him being pretty prominent.

He's a bit of a pest frankly. I know he still supports Rowville, Doncaster etc, which don't really appear to be aimed at fixing the main issue which is core capacity. He seems to be locked in (a little like Peter Newman) on the idea that you can still retrofit a railway into an environment like inner Melbourne, with tunnels, for $20m per km on average, ie Mandurah costs.

Aren't there a number of people (PTUA included) who consider that there is plenty of core capacity if it is properly used?

None of which appears to help the Dandenong corridor or regional services, which is what the 2 big projects are for.

I agree with that, but neither does "Melbourne Metro" help the Dandenong corridor.

Well, it does. It gives you 24 train paths for the exclusive use of Cranbourne and Pakenham trains (including shortworkings), and lets you have around 20-ish train paths for Frankston services via the Caulfield loop which would now be for the exclusive use of the South Yarra to Frankston corridor. It also means Sunbury services will no longer need to compete for space with Upfield and Craigieburn trains on the Northern Loop. The through-route would be for Sandringham and Werribee/Williamstown. Plenty of room all around for growth then.

It doesn't provide any relief for the Clifton Hill or Burnley groups (except to the extent it might free up more room for terminating trains from the Burnley Group which don't go around the loop, which would probabbly be minimal).

Aren't there a number of people (PTUA included) who consider that there is plenty of core capacity if it is properly used?

None of which appears to help the Dandenong corridor or regional services, which is what the 2 big projects are for.

I agree with that, but neither does "Melbourne Metro" help the Dandenong corridor.

Well, it does. It gives you 24 train paths for the exclusive use of Cranbourne and Pakenham trains (including shortworkings), and lets you have around 20-ish train paths for Frankston services via the Caulfield loop which would now be for the exclusive use of the South Yarra to Frankston corridor. It also means Sunbury services will no longer need to compete for space with Upfield and Craigieburn trains on the Northern Loop. The through-route would be for Sandringham and Werribee/Williamstown. Plenty of room all around for growth then.

It doesn't provide any relief for the Clifton Hill or Burnley groups (except to the extent it might free up more room for terminating trains from the Burnley Group which don't go around the loop, which would probabbly be minimal).

I'm not with you. There is one track pair between Richmond and Caulfield dedicated to Dandenong trains already, which continues to Dandenong, and their own track in the city loop. Even with the stage 2 Melbourne Metro there will only be one track pair between Caulfield and Dandenong. And the stations between Caulfield and South Yarra have been pushed over to the Frankston line anyway.

I'm not with you. There is one track pair between Richmond and Caulfield dedicated to Dandenong trains already, which continues to Dandenong, and their own track in the city loop. Even with the stage 2 Melbourne Metro there will only be one track pair between Caulfield and Dandenong. And the stations between Caulfield and South Yarra have been pushed over to the Frankston line anyway.

Because you are merging the 2 track pairs onto a single loop track in the CBD. You don't need extra tracks south of South Yarra, you need them through the CBD.

I'm not with you. There is one track pair between Richmond and Caulfield dedicated to Dandenong trains already, which continues to Dandenong, and their own track in the city loop. Even with the stage 2 Melbourne Metro there will only be one track pair between Caulfield and Dandenong. And the stations between Caulfield and South Yarra have been pushed over to the Frankston line anyway.

Because you are merging the 2 track pairs onto a single loop track in the CBD. You don't need extra tracks south of South Yarra, you need them through the CBD.

To the degree that is true, isn't it a self inflicted wound? AIUI they are able to run all the Frankstown line trains direct through to SCS bypassing the loop and have all the Dandenong trains use the loop?

I just don't understand why they would send some of the Frankston line trains through the loop, particularly in the PM peak. It just makes the system confusing and annoying for passengers. It would be like sending some Bankstown bound trains anti clockwise through the City Circle in the PM peak - stupid.

^ Because the through-route would be for the Sandringham line, which is more suitable for being linked with the Werribee line in that role, being shorter and therefore meaning better reliability.

The terminating platforms at Flinders St would be used for terminating Burnley Group services (Glen Waverley or Blackburn all stations and presumably any Alamein trains which run directly to the CBD), and Gippsland V/Line services so they don't occupy track paths on the viaduct.

The biggest public transport infrastructure project currently underway anywhere in the country—the Regional Rail Link—is now quickly taking shape following today's release of the final artist impressions of the new stations being built at Wyndham Vale and Tarneit.

Federal Infrastructure and Transport Minister Anthony Albanese and Victorian Transport Minister Terry Mulder marked the milestone by inspecting progress on the work that's well underway at the site of the new Wyndham Vale station, located in the heart of one of Victoria's fastest growing communities.

“This multibillion dollar project will not only deliver frequent, reliable rail services to Melbourne's rapidly growing western suburbs, it is also laying the first ever dedicated track for passenger trains servicing Geelong, Bendigo and Ballarat,” said Mr Albanese.

“I am delighted to be working with the Victorian Government to build what will be Melbourne's first new rail line in more than 80 years. This vital piece of infrastructure will add capacity to the City's rail network and help alleviate the growing congestion on its roads.

“The record investment we are making here in Melbourne is being replicated nationwide. We are determined to make our cities even better places to live, work and raise a family, which is why we have doubled the roads budget and committed more to urban public transport than all our predecessors since Federation combined.”

The Federal Government is providing $3.225 billion to assist the Victorian Government in making this vital project a reality.

Mr Mulder said both stations will be co-located with bus interchanges, provide parking spaces for up to 400 vehicles, and fitted out with a range of sustainability features including bicycle storage, solar panels, energy efficient lighting and rain water tanks.

“The new stations will benefit both the environment and the local community,” said Mr Mulder.

“Regional Rail Link will connect the growing communities of Wyndham Vale and Tarneit to the rail network for the first time.

“And because the stations will be in metropolitan Zone 2, passengers will only pay a Zone 1 and 2 fare, rather than a V/line fare.

“On top of building two new railway stations, the project will upgrade four stations and completely rebuild West Footscray station.

“Regional Rail Link is an investment in Victoria's people, its economy and its future.”

May 2013: This flyover video shows the construction currently taking place as part of the Regional Rail Link project. The video starts at Southern Cross Station and proceeds through the existing corridor, via Footscray and Sunshine, to Deer Park. From Deer Park the video follows the eventual alignment of the new railway line through Tarneit and Wyndham Vale through to the connection to the Geelong line and West Werribee Junction.

The rebuilt West Footscray railway station will revitalise the area and providing another modern transport hub on the city's western fringe.

The rebuilt station will feature: a covered pedestrian and cycle overpass connecting Sunshine Road and Cross Street. Stairs, lifts and ramps from the overpass to the station entrances and to all platforms.

Station facilities on the overpass, including waiting areas and restrooms. Canopies above the station entrances, stairs and platforms.

And landscaped forecourt areas on both sides of the station featuring native grass and tree species, seating, greenery and improved lighting.